Refrigerating apparatus



Jan. 47 1938. D. F, ALEXANDER ET AL 2,304,148

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Jan, 4, 1938. D, F. ALEXANDER ET A1. 2,104,143

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Patented Jan. 4, 1938 REFRIGERATTNG APPARATUS Charles F. Henney, and

,Donald F. Alexander,

" inserv- Charles L. Paulus, Dayton, Ohio, assignors to General Motors Corporation, Dayton, Ohio?, a corporation of Delaware i;

,Application January 2, 1937, serai No. 118,316 Renewed May 21, 1937 38 Claims.

This invention vrelates to refrigerating apparatus.l l

An object of this invention is to provide refrigerating or air conditioning apparatus for railway cars or the like in which a part of the refrigerant liquefying unit, such as the compressor, of the air conditioning system is driven from a live axle assembly at certain car speeds, is driven by a motor-generator, acting as a motor, at other car speeds, and the same motor-generator is driven, as a generator, from the live axle assembly at certain car speeds to charge a battery.

While this invention is specifically described in connection with railway cars, many of its features are applicable in other connections. The invention is applicable for example, wheneverthe op# eration of a live axle assembly (whether on a moving or stationary structure) is available only y at intervals or is available under varying conditions of power output.

Further objects and advantages of the present invention will be apparent from the following de scriptlOn, reference being had to the accompany-l ing drawings, wherein a preferred form of the present invention is clearly shown.

ln one modication of this invention,` the motor-generator, acting as a motor drives the compressor while the car is in one car speed zone, and the live axle assembly drives the compressor and the motor-generator, as a generator in another car speed zone. An intermediate car speed zone may be provided in which the live axle assembly drives the compressor while the motorgenerator is prevented from generating, or, is permitted to generate at a reduced rate.

lf it is desirable to limit the total power transmitted from the live axle System while obtaining a maximum of usefulness from the power which is available, a "further modification is possible; a control is providedto limit the generator power requirement to the amount available beyond that required by the compressor. When the combined power consumption of the compressor and motor-v generator would normally exceed the desired transmission load, the motor-generator output is lanton'iatically reduced to maintain the total power consumption within the desired limit.

In the .preferred modification the drive from the live axle assembly preferably passes through the motor-generator shalt to the compressor, although it is to be understood that many of the advantages of this invention may be derived by other arrangements.

Means are provided to disengage, the motorgenerator and the compressor from the live axle assembly to permit them to operate independently of the live axle assembly during the lowest car spent zone. This means may take the form of a first clutch or clutch system. Also, means are provided to disengage the compressor from the dill. r9

motor-generator tot-'permit one of them (or both of them). to be operated independently of the other. This may take the form of a second clutch or clutch system.

The motor-generator is' provided with means for permitting it to charge 'the battery regardless `of the direction of travel of the car. In the preferred modification this is accomplished by energizing the motor-generator field in such a manner that current from the motor-generator hows in the same 'direction regardless of the direction of rotation oi the armature. Preferably the eld is excited by a separate small exciter (generator), which reverses the direction of its output current with a reversal in the direction of car travel, and thus maintains the motorgenerator output current in a constant direction regardless of the direction of car travel.

Time delay devices are provided where desirable to prevent a too rapid sequence of automatic operations.. ThuS, a time delay is provided after the clutch is engaged between the motor= generator and the compressor and before the motor-generator can be energized as a motor to drive the compressor. A time delay also is provided during the change from motor drive` of the compressor to live axle drive ofdthercom pressor. This allows the compressor (and the motor-generator, it desired) to stop after being driven by the motorbeiore it is driven by the live axle,l thus preventing a possible sudden reversal of rotation. A time delay is alsoprovi-ded during the engagement ci the various clutches of the clutch system and thus 'too sudden a loading of the liveV axle transmission mechanism is prevented.

Speed responsive means are provided for controlling the operation of the parts. The speed responsive means may be combined with the exciter or a separate small generator ultillz'ing its variable voltages (if driven proportionally'to car speed) to operate control relays. If desired, other speed responsive switches may be used, such as switches operated by centrifugal governors.

Proper current and voltage regulation of the motor-generator output is provided. This includes provisions for connecting the motorv lgenerator' to the battery when the motorgenerator voltage is suitable for charging the battery and for disconnecting it at other times. Controlling devices are also provided to meet the requirements of battery charging, preferably con trolling the exciter rleld and thus indirectly con.- trolling the main generator.

Proper controls of the parts of the refrigerating system are also provided. Thus a blower 'is provided for circulating air over the evaporator. A blower is provided for circulating air over the refrigerant condenser, and provisions are made for its operation Whenever the compressor is performing work. A control responsive to abnormal conditions, such as abnormally high refrigerant head pressure or abnormally low back pressure, prevents compression when such abnormal conditions exist. It is desirable to spray water on the condenser when surrounding air temperatures are high, and a proper valve responsive to such conditions, is provided for controlling the water spray. A control responsive to air conditions is provided for controlling the operation of the refrigerating system. This may include an automatic switch responsive to air conditions either inside or outside the compartment to be conditioned, or it may be made responsive to inside conditions modied by outside conditions or vice versa. Such instrument may be made responsive to dry bulb, wet bulb, relative humidity, eiective temperatures, or a combination of any two or more of these functions. The refrigerant temperature in the evaporator is also automaticallyv maintained sumciently low to cool and dehumidify the air, but not so cold that moisture is frozen on the surfaces.

While many features have been disclosed as desirable inthe preferred form, it is to be understood that some of such features may be omitted while retaining many of the advantages of the invention, and that the disclosureof such features is not intended as'a limitation oi' the scope ofthis invention. Y

In the drawings:

Fig. l is a diagrammatic representation of one modification of the invention, showing the refrigerating system, together with drives from the live axle assembly to various parts of the system;

Fig. 2 is a-wiring diagram of one form of the invention, showing the electrical parts of the system. when the car is standing and no air conditioning is provided;

Fig. 3 shows the same wiring diagram disclosed in Fig. 2, with the live circuits in heavy lines, when the car is in its first car speed zone, such as at zero speed or traveling up to 15 M. P. H. with thel evaporator blower turned on, but with no refrigeration or generation provided;

Fig. 4 shows the same wiring diagram, with the live circuits in heavy lines, when the car is in its first car speed zone, such `as standingor traveling up to 15 M. P. H.. with refrigeration power derived from the battery and motorgen erator acting as a motor, and with no generation;

Fig. 5 shows the same wiring' diagram, with the live circuits in heavy lines, while the car travels in its intermediate car speed zone, such as between 15 and 30 M. P. H., and when no refrigeration and no generation is provided;

Fig. 6 shows the same wiring diagram,lwith the live circuits in heavy lines, while the car is traveling in its intermediate car speed zone, such as between l5 and 30 M. P. H., when refrigeration power is derived from the live axle assembly, and when no generation is provided;

Fig. 7 shows the same wiring diagram, with the live circuits in heavy lines, while the car travels in its highest car speed zone, such as at 30 or more M. P. H., when generation, but no refrigeration, isY provided;

Fig. 8 shows the same wiring diagram, with the live circuits in heavy lines. While the car ,travels in its highest car Speed zone, such as at 30 or more M. P. H., with refrigeration power derived from the live axle assembly and with generation; Fig. 9 shows a slightly modified wiring diagram, which provides reduction of the generator output to limit the transmission load, the live circuits being shown in heavy lines while the car travels in its highest car speed zone, such as at 30 or more M. P. H., and ,while generation is provided and no refrigeration;

Fig. 10 shows the same wiring diagram as that disclosed in Fig. 9, the live circuits being shown in heavy lines, while the car is traveling in its highest car speed zone, such as at 30 M. P. H., while refrigeration is provided with power from the axle assembly and while the generator output has been reduced to some fraction or its greatest output;

Fig. 1l shows a wiring diagram of a modified form, somewhat similar to the wiring diagram shown in Fig. 2,. but showing the substitution of a centrifugal' switch mechanism to be used asa control in lieu of the varying voltageef the exciter armature, and showing the substitution of a thermal-responsive element time delay, in lieu of a pneumatic time delay, in a portion of the circuit;

Fig. l2 shows a wiring diagram somewhat similar to Fig. 2, but in which thermal-responsive element time delay devices have been substituted for pneumatic time delays;

Fig. -13 is a diagrammatic representation, taken along the vertical plane, showing how the apparatus may be mounted on a car; l

Fig. 14 is a view, somewhat similar to Fig. 1. but showing centrifugal controls for switches and a slightly different drive for the exciter, as

used in conjunction with the wiring diagram of 35 Fig. 11;

Fig. 15 is a plan view showing. somewhat in more detail, the mechanical parts of the unit. with the jack. shaft and motor-generator shaft shown slightly out of vertical alignment, for clearer understanding; and

Fig. 16 is a diagram indicating the voltage of the exciter armature as used in the wiring diagram of Figs. 2 to 10 inclusive and l2.

Referring now to the drawings, the air conditioning system includes. in general a heat absorber section and a heat disslpating section. The heat absorber section may include an evaporator IIJ, over which air is blown by means of the fan Il driven by the motor i2. 'I'he air blown by the fan III may be either fresh air from outside the car, recirculated air from the interior of the car, or both. The air, after it has been passed in contact with the evaporator I0 is distributed into the car passenger compartment by suitable ducts, discharge grilles and the like well-known in the art. An automatic control instrument i3 is placed in a position to be responsive to conditions within or outside the passenger compartment, or both inside and outside, for controlling the refrigeration produced on the air passing the evaporator i0. The heat dissipating section of the air conditioning apparatus may include a compressor I4 discharging refrigerant into the condenser i5 from whence Aliqueied refrigerant Iilows through the pipe Isa through the automatic expansion valve I8 into the evaporator i0. T'hence the evaporator refrigerant returns through the line I1 to the compressor il. The valve I8 may be of the type which automatically opens whenever the pressure in the evaporator I0 has been reduced to a desired pressure, and the valve may be provided with a thermostatic bulb i8 otthe character which automatically throttles the valve i6 when the refrigerating eiect in the evaporator Il arcaica reaches the place where the bulb I8 is located. Preferably the temperature `of the evaporator I0 is selected to produce a temperature sufficiently low to cool the air Lto the desired amount, but insufficiently low to freeze moisture on the coil surfaces. For this purpose, an automatic valve i9 may be provided on the suction line il which automatically throttles the line l1 and prevents the compressor I4 from reducing the refrigerant pressure in the evaporator lil below the 'desired limit. While only an evaporator section and blower' has been shown, it is to be understood that a. plurality may be used.

The condenser I5 may be cooled by the 'circu= lation of air over the condenser.

'the motor 2l. If desired, a water spray 22 may be provided which may be'connected to a water tank, not shown, on the car placed under pneumatic pressure from the air-brake system. The flow of water from matically controlled by a valve 2t actuated by a thermostatic bulb it which automatically opens the valve 23 when the car temperature rises above the predetermined limit. if desired, a head pressure responsive bellows 2d is provided to stop the compressing operation of thev compressor if the head pressure should ri abnormally.

The heat dissipating section of the air conditioning system, and particularly the com- .presson may be connected with the live arde assembly and with a motor-generator in such a manner that the compressor is driven by the nidw tor-generator, acting as a motor, throughout one car speed zone, which car speed zone may be iti below a certain speed limit, such as zero lvl. P. lil. alone or zero M. P. H. to come higher speed limit, such as l5 li/i. P. lh lireierably another, or intermediate, car speed zone is automatically es tablished such as from l5 M. P. H. to Bil li/i. P. H., in which the compressor may be driven from the live axle assembly while the generator is prevented from generating or operating at subnormal output. Still another, or higher car speed zone may be provided, such as at ll/l. l?. Td. and above, during which refrigeration is pro vided when required and during which generation is also produced by the motorgenerator. According to a modiiied form of the invention, the generator output may be modified so that it is reduced while refrigeration is required and is increased when no refrigeration is'reauired in order to reduce the amount of power to be transmitted by the mechanism. rlfhe particular speed limits are given by way of example, and may be varied, if desired..

if desired, a torque transmitting or variable ratio transmission device or means may be interposed between the live axle assembly and the compressor and, if desired, also between the motor-generator and the live axle assembly.

ln the schematic representation shown in Fig. l, the live axle assembly il@ may include one or more axles of the car. A relatively small cenerator or exciter ti is driven proportionally to the speed of the car as indicated by the line iii. 'An automatic variable ratio drive 5d is driven 4from the live axle assembly as indicated by the line lill, and this in turn drives the motor-generator b5 and the compressor ill. Preferably a rst pneumatic clutch, or clutch system, dil is inter-1 posed between the variable ratio drive iid and the motor-generator '55, and a second pneumatic clutch or clutch system si is interposed between This may be accomplished by means of a blower 2i! driven by the spray 2t may be autothe motor-generator t5 and the compressor it.

The actuation of these clutches is controlled re.

'spectively by the valves 53 and 59 interposed between the clutches and the air supply which may be connected to the air-brake system of the car.4 The/pneumatic clutches 56 and 51 may be of any type'in which the injection of air into the clutches causes them either to clutch or declutch, depending on the control placed on the valves 53` and 59. While pneumatic clutches have been disclosed, it is understood that other types, such as those directly operated by soienoids, may be used.

The actual structure of the variable .ratio drive may 'be somewhat similar to that disclosed in the application of Charles L. Paulus and Lester E. Perrine Serial No. 742,490 filed September l, i934 to produce a constant compressor and/or generator speed, or a speed of reduced variation range. As indicated in Fig. 13, in the preferred form, the live axle 5d drives a belt ti which in turn drives a jack shaft d2 pivotaliy mounted about lbearings coaxial with the driven shaft ad. One or more belts ad are mounted about automatically variable tf-pulleys tb and tt capable of automatically varying theirxeffective diameters to vary the speed ratio between the shafts Eid and t3.. 'This -rnay be accomplished by providing a centrifugal governor, not shown, in the pulleyA structure tt and a spring actuation ill for the pulley structure t5. Details of this automatic variable ratio drive are disclosed in the application of Perrine and lPaulus hereinbefore referred to, it being understood that any type of auto-- matcally variable .ratio transmission may be used.. The motor-generator bt has its armature mounted on the shaft ttl, which shaft is pro-1 vided at one end `with. the pneumatic clutch 5t and at the other end with the pneumatic clutchv lili. These clutches are controlled, respectively, by the solenoid valves bil and titl. The shaft dit is also provided with V-pulleys l@ which are connected by belts il with il-pulleys 'l2 on the shaft of the compressor lil. if desired, the exciter di may be driven from the jaclr shaft di? although it may be driven from any shaft or aule responsive to car speed.

Proper automatic controls of the electrical parts ofthe apparatus are provided. Those portions which are necessarily responsive to the speed of the car may be controlled by any device which is so responsive to speed. in the wiring diagrams shown in Figs. 2 to lil inclusive, and l2 the varying voltage of the exciter 5i (as indicated in Fig. i6) is utilized to actuate proper voltage responsive relays, while centrifugal switches are utilized in the. modification shown in Fig'. il in lieu of utilizing the varying voltage of the exciter armature. Consequently, where speed responsive switches are used, as in Fig". ll., the exciter die may be driven by any axle or shaft of the drive, or by a separate motor, if desired.

Figs. 2 to t inclusive disclose the various steps in the systern under varying speed and refrigeration conditions. Thus y in Fig. 2 the electrical parts are shown wholly deenergized due to the fact that the car is standing and no refrigeration `hereinafter more fully explained. Referring again to Fig. 2, the car is provided with a battery dii. Master switches d i are provided which when closed, render the battery charging system operdll able, When master switch d2 is closed, the fan 75 motor I2 and its voltage regulator 83 are energized. In addition, switch S32 renders the refrigerating system capable or being controlled by the various conditions of the car.

Referring now to Fig. 3, the car has a speed within its rlrst speed zone (which may be zero alone or zero up to some relatively slow vspeed such as 15- M. P. HJ. The switches di, 82 are shown closed. This energizes the motor i2 which circulates air over the evaporator il@ and into the passenger compartment and is :in readiness to receive refrigeration ii required. As shown in the wiring diagram of Fig. 3, however, no refrigeration is presumed to be required. The exciter iield 81E is shown energized so that the exciter is ready to produce voltages in response to car speeds. A current is produced by the armature of the exciter i, this` current being indicated by the arrows 35. Up to l5 M. P. H. this current is not suiciently high to actuate any relays as indicated by Fig. i6. The circuit through the valve 58, of the clutch 5l?, is energized at this time to cause a mechanical connection between the motor-generator and the compressor it. This insures that a proper load shall be placed on the motor before it is started, prevents racing of the motor and burning out of the clutch.

Referring now to Fig. 6i, the circuit is shown in its first car speed zone (say zero alone or zero to 15 M. P. H.) when refrigeration is required, the energy to be derived from the battery 80. Thus the switches 8| and 82 are closed to start the motor i2. In addition, Vthe thermostatic switch 3, is closed. This switch may be operated by any instrument responsive to air conditions, such as dry bulb, wet bulb, relative humidity or effective temperatures within the passenger compartment or outside the passenger compartment, or responsive to conditions both inside and outside the car. When the switch i3 is closed, the head pressure responsive switch 25 being normally closed, the-solenoid coil 81 is energized, thus closing the switch 88 and energizing the condenser fan motor 2| which blows air over the condenser l5. When the thermostatic bulb 24 closes the switch 89, in'

response to high air temperatures, the condenser spray valve 23 is operated to spray water over the condenser. The exciter voltage being insuilicient to actuate the series of switch contactsiconnected to the operating lever 90, the contacts 9| are closed to energize the solenoid 92, which in turn closes the switch 93. The motor-generator 55 now starts as a motor, and the compressor |"4 is driven thereby. This operation is accom. plished by the energization oi the solenoid 9b which in turn sequentially closes the various contacts of the motor starter 95 thus causing current to ow through the motor armature directly from the battery through wire 96 and through the motor eld 91` via the switch 98. Pneumatic time delays 99 and |00 are provided for the switches 93 and 95. The purpose of the time delay 99 is to insure that the clutch 51 shall ilrst be energized, say ve seconds before the switch 93 is closed as described with respect to Fig. 3. The time delay permits the sequentialclosing of the contacts of the motor starter 95 to permit proper acceleration o1' the motor with minimum current surges. The exciter armature is producing current, but not of a. sulciently high value to actuate any switches connected to it, as previously described with respect to Fig. 3.

Referring now to Fig. 5, the carfis `presumed to be in its second car speed zone, which may be between 15 and 30 M. P. H. The switches 8| arcane and 32 have been closed previously, thus energizing the mt'tor 2. No refrigeration is required at this time, and hence the thermostatic switch i3 is open. The exciteriield 8l has been energized previously, and the speed of the armature of the exciter has increased to the point where the current through the lines |0|, |02, W3 and it is suiliciently high to actuate relay i This relay rnoves to the right all of the switch contacts' connected 'to the operating lever tu. Contacts it@ close to energize the solenoid im. This in turn closes the contacts |08 with a time delay caused by the pneumatic delay device i559. This in turn energizes the solenoid valve 58 to operate the pneumatic clutch 56, causing the motor-generator armature to rotate, but providing no generation because the generator armature circuit is not completed to the battery at this time. The solenoid i it is also energized when the contacts it@ are closed. This in turn closes the contacts H l with a time delay due to the device l2. These contacts i ii beingiclosed in series with con tacts M3, which were closed previously by the solenoid |05, place the circuit including valve 59 in readiness to be actuated to clutch the clutch 51 as the switch I3 closes when refrigeration is required. It is to be noted that there is a time delay between the actuation of the solenoid valves 58 and 59, thus insuring that the generator and the compressor cannot simultaneously be thrown onto the drive while their respective moving parts are idle. The contacts ||3a are also closed by the solenoid H05, permitting exciter output current to pass through solenoid ||5, but or insufcient value to actuate the operating lever H5.

Referring to Fig. 6, the car is in its second car speed zone, which may be between and 30 M. P. H. `Refrigeration is presumed to be required and therefore switch i3 has been closed by the device responsive to air condition. The switches 8| and 82 have been previously closed by hand operation and therefore the evaporator blowermotor I2 is energized. The head pressure responsive switch 25 being normally closed, the solenoid 81 is energized, thus energizing the condenser blower motor 2| and placing the spray valve 23 under the control of the thermostatic switch 89 to spray the condenser with water if necessary, The exciter eld 84 has been energized by closure of switch 82, and the speed of the exciter armature produces a voltage suillcient to energize the circuit I 0|, |02, |03 and |04 in the manner heretofore described ,to energize sufiiciently the solenoid |05, and the relays |01 and I0 as described with respect to Fig. 5. The closing of the switch I3 causes current to pass the contacts ||3 and thus energizing the solenoid valve 59 and clutching the clutch 51 between the kmotor-generator and the compressor. This insures operation o1 the compressor. No

generation is produced, however, since the genblower I2 and energization of the exciter ileld 84. The exciter armature has a sumcientlyhigh voltage to operate the relays |05, |01, ||0 in circuit |0|, |02, |03 and |04 in the manner preclosing I6 and ||1. rlhis operation permits the exciter `5| to energize the generator field 91 through lines 91a and contacts ||1.

Acoil structure |20 is provided, which, by

magnetic reaction with potentialA coil structure |20a, closes the switch |2| when the voltage across the armature of the motor-generator is suitable 'for battery charging. This operation places the motor-generator in circuit with the battery, as a generator.- Immediately upon the closing of the switch |'2|, the coil |25 is placed in the circuit. The coil |25 and the potential coil |23 independently regulate the resistance |26 in series with the exciter eld 84 in accordance with the normal requirements of battery charging.` Coil |25 also serves to hold shut switch |2| during the battery` charging period;l Since the resistance |26 governs the strength of the exciter lield'84, and since field 84 governs the ex- `citer armature voltage and therefore the current through generator field 91, the generator output is thus indirectly regulated by the coils |23 and |25. Coil |23 limits the maximum voltage of the generator at any time, which value may be adjusted by a resistor in series with coil |23,;or by an adjustable restraining spring device |26a. Coil |25 responds to all or a portion of the generator output current, and is so connected to resistance |26 that generator current in excess of a predetermined value through coil |25 increases the value of resistance 26 independently of the requirements of coil |23. This action limits the generator output current to any definite value, regardless of maximum voltage adjustments. This may be accomplished by a lost-'motion device or other mechanical means. ,Whenthe generator output voltage decreases below that of the battery, the current through switch |2| and coil |25 reverses. Coil structure |25 vopens switch |2| by Amagnetic'reaction with potential coil structure |2|la, preventing damage to lthe generator armature.

An adjustable resistance |3| may be placed in parallel with coil |25. This resistance |3|y may be manually adjustable, as indicated in Figs. 2 to 8, 11 and 12 or may be both manually and automatically adjustable as indicated in Figs. 9

-. and 10. This resistance |3| is used, inl conjunclro tion with coil |25, to regulate the total generator eutput current charging the battery. .'Fig. 8 shows the wiring diagram when the c'ar is in its third car speed zone, such as 30 or more M. P. H., when refrigeration is required, and when generation' is being produced. The switches 8| and 82 are in the same position as in Fig. 'I thus energizing blower motor I2. The generator and exciter circuits are the same as shown with re "spect to Fig. '1. However, the switch |3 has now been closed by the thermostatic or air conditioning device which' energizes the line |30. `This in turn energizes the solenoidl 81 thus energizing condenser blower motor 2| and placing water spray valve 23 under the control oi' switch 84. The energization of the line |30 also energizes the solenoid valve 59 thus clutching clutch 51 and causing the compressor I4 to operate to produce l therequired refrigeration.

Figs. `9 and 10are somewhatA similar to Figs. 'l

and 8, and show a modification in which the output of the motor-generator is modified. in

suchl a manner that the generator output is re- |33 to remain closed so that a relatively low re- 1 sstance circuit is placed in parallel with the coil |25. This permits a relatively large amount of current to owi between the motor-generator 55 and the battery before the coil |25 can become operative on the resistancel |26. However, when the switch |3 is closed, as shown in Fig. 10, under requirement for refrigeration, the solenoid |32 is energized, the switc |33 is thereby opened,

and the generator output is reduced by the fact that resistance |3| is increased in value. Since the current through coil |25 is fixed in value according toV a predetermined adjustment, the total generator current output is reduced by the increase of resistance |3|. The operation described limits the output of the motor-generator 55 to a fraction of that of Fig. 9.

Fig. 11 shows a modification in which a mechanical arrangement of centrifugal .switches are used to govern certain parts of the system in lieu of an electrical arrangement using a varying exciter voltage and associated relay coils. The corresponding arrangement of parts is diagrammaticallyfindicated in Fig. 14. vThus a centrifugal de? vice |40 is provided to operate the switches connected to the operating lever 90 in lieu of the solenoid |05. In addition, a thermostatic delay device |4| is provided to produce a time delay in the operation of switch |08 in lieu of pneumatic 'device |09. The remainder of thecircult is the i |03 `can be omitted, and the exciteritself beY driven by any means and independently of car speed, if desired. The centrifugal device |42 is also provided in lieu of the solenoid H5. The construction is such that the centrifugal device |40 actuates the operating lever 90 with a snap action to open and close associated contacts at the same car speeds as described for solenoid |05. solenoid ||5.l

It is to be noted, that the time delay device 99 and |20 may be changed from pneumatic devices tol thermostatic delay devices f the same character as shown at |4|, in a manner more fully described with respect to Fig. 12.

The operation of the thermostatic time delay device |4| is as follows: Whenthe car speed reaches 15 M. P. H. contacts |06 are closed. This permits current to ow through the bi-metal |45 bi-metal |45 is restrained at one end only, and

, after a five second or other suitable interval, bends until it closes upon the contact |48. This energizes the solenoid |49 which closes the contacts |08 and transfers switch |46 to the le'ft. Current then flows through the bi-metal |45, switch lever |46, line |50 and solenoid |49. This current continues to flow after contacts |48 reopen due to cooling of the bi-metal. The resistance of |49 being much greater than that of |41, the bimetal |45 can cool and move away from |48, the

Centrifugal device |42Y similarly replaces coil |49 acting as a holding coil for contacts |08 and switch lever |46 as long as the switch |06 remains closed. When the speed reaches M. P. H. the centrifugal device |42 moves its corresponding operating lever 8 and produces a similar action in the motor-generator eld and armature as that described with respect to Figs. '1, 8, 9 and l0, it being understood that the automatic output regulator shown in Figs. 9 and 10 can be incorporated in Fig. 11.

In the modiiication shown in Fig. 12, the time delay devices 99, |09 and I2 have been displaced by thermostatic time delay devices |60, |6| and |62. Otherwise, the circuit shown in Fig. 12 can be similar in operation to that described with respect to Figs. 2 to 10 inclusive. When the speed of the car reaches 15 M. P. H., the solenoid |05 is energizedl thus moving operatingy lever to close contacts |06, causing current vto ow through the bi-metal |64, switch |65 and resistance |66, similarly to Fig. 11. The bl-metal |64 bends to the contact |61 with a time delay, and, when it touches contact |61, energizes solenoid |68 moving switches |65 and |69 to the left. 'I'hereafter the circuit is maintained through switch |06 bi-metal |64, switch |65, line |10 and solenoid |68, to maintain the switch |69 closed and to energize the clutch valve 58. Thereafter current will iiow through the bi-metal |1| which will cause the closing of switch |13 with a time delay in the manner similar to that described with respect to device |60, closing of the switch |12 energizing the clutch valve 59. Similarly, whenever the switch 9| is closed and its circuit energized, the bi-metal |15 closes upon the contact |16 with a time delay and causes the closing of switch |11. This in turn causes current to ilow through solenoid 94 of the motor starter`95. The other parts of the system operate the same'as with respect to Figs. 2 to 8 inclusive, it being further understood that the total load limiting devices |3|, |32 and |33 of Figs. 9 and 10 may also be incorporated into this circuit. f

. If desiredthe motor-generator with its associated clutch 56 may bewplaced on the driving side of the variable ratio drive, and the compressor on the driven side. Thus the live axle may drive the exciter and the motor-generator at speeds proportional to car speeds, while the compressor vruns at a relatively constant speed whether in operation from the car axle or from the motor-generator as a motor. The clutch 56 is interposed between the car axle assembly and the generator and the clutch 51 is interposed between the compressor and the lvariable ratio drive or between the variable ratio drive and the generator.

When the vehicle is decreasing in speed through the various car speed zones the automatic sequence of operation is reversed. ,Howeven the actual car speeds at which these operations occur preferably are lower than those car speeds established for car acceleration, thus preventing frequent change of operation by slight and frequent changes of car speed from one zone to the other.

The control instrument I3 may be made manually adjustable to any desired setting. Also it may be made to be manually set to an open switch position. By manually setting it to the open position and by closing switch 82, ventilation of the car is provided by blower of motor I2 without refrigeration until the instrument I3 is again manually reset for normal operation. Adjustable condition responsive instruments of this type are well known andY therefore no further description is necessary.

While. the form of embodiment of the/invention as herein disclosed, constitutes a preferred form, it is to be yunderstood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is'as follows:

1. In a vehicle; a live axle assembly; a compressor; a. unitary motor-generator; a battery: torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-genera-v tor; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator to act as a motor, energized from said battery, toV drive said compressor independently of said live axle assembly when ,said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator acting as a generator to charge said battery, and

means automatically maintaining the same direction of current generated by said motor-generator when the vehicle travels in veither direction.

2. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means fromv said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; `control means, automatically responsive rection of current generated by said motor-generator when the motor-generator is rotated in either direction.

A3. In a vehicle; a live axle assembly; a. compressor; a unitary motor-generator; a battery; torquev transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator to act-as a motor, energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor andl said motor-generator, said motor-generator acting as a generator to charge said battery, and an exciter arranged to rotate in accordance with vehicle travel direction to excite the motor-generator field to maintain the same direction of current generated by said motor-generator when the vehicle travels in either direction.

4. In a vehicle; a live axle assembly; a compressor; a unitary motor-genertor; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to of said live axle assembly when said vehicle is 5. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control'means, automatically responsive to vehicle .running conditions, to causevsaid motor-generator, arranged as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, y

through said troque transmitting means,' said compressor and said motor-generator, said motor-generator arranged as a generator to charge said battery, an exciter to excite the eld of the motor-generator, and means to regulate the output of the exciter to regulate the voltage of the motor-generator when it is acting as generator.

6. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmittingl means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator to act as a motor, energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive,

through said torque transmitting means, said,

compressor and said motor-generator, said motor-generator arranged as a generator to charge said battery, an exciter to excite the eld of the motor-generator, and means to regulate the output of the exciter to regulate the current of the motor-generator when it is acting as a generator.

7. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator to act as a motor, energized from said battery, to drive said compressor independently of said live axleassembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive,

through said torque transmitting means, said compressor and said motor-generator,` said motor-generator arranged as a generator to charge said battery, and speed responsive means arranged to control the operation of the torque transmitting means and the operation of said motor-generator and including a relatively small, non-charging generator arranged to be driven in proportion 4to vehicle speed and relays energized thereby.

8. In'a vehicle; a live axle assembly; a compresser; a unitary motor-generator; a battery;

torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator, arranged as a motor energized from said battery, to drive said compressor in-l dependently of said/live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque `transmitting means, said compressor and said motor-generator, said motor-generator arranged as a generator to charge said battery, and speed responsive meansl control the operation of the direct drive mechan ical means and the operation of said motor-generator and including a vrelatively smallynoncharging generator arranged to be driven in' prof l portion to vehicle speed and relays arranged to be energized thereby, said last named generator arranged to act as an exciter ,fon they motorgenerator held.

9. In a vehicle; a live axle assembly; a com-l pressor; a unitary motor-generator; a battery; torque transmitting meansfrom said live axle assembly to said compressor and motor-generator isv and between said compressor and motor-generi ator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerat-or, arranged as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor andsaid motor-generator, said motor-generator arranged as a generator to charge said battery, and speed responsive means to control the operation of the direct drive mechanical means and the operation of said motor-generator and includingv centrifugally controlled switches.

l0. In a vehicle, a live axle assembly; a compressor; an evaporator; a condenser; said compressor, evaporator and condenser being in refr igerant flow relationship; a unitary motorgenerator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generatori and between said compressor a'nd motor-generator; control means, au-

tomatically responsive to vehicle running conditions, to cause said motor-generator, arranged as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehiclel is standing and, when f said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged as a generator to charge said battery, water spray means for said condenser, and means to control automatically said water spray means in accordance with compressor operating conditions.

1l. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary i motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; rst clutch means between said live axle struc-l ture and said motor-generator and compressor; second clutch means between, said motor-generator and compressor; speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means to control the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, and including a first relay to control said first clutch means; a second relay to control said second clutch means, an exciter having an output in accordance with' vehicle speed and arranged to control the energization of said first relay, and excite the eld of said motor-generator.

12. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque trans-` mitting means from said live axle structure to said motor-generator land said compressor, and between said compressor and motor-generator; rst clutch means between said live axle structure and said motor generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means to control the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, and including a irst relay to control said irst clutch means; a second relay to control said vsecond clutch means, an exciter having an outmotor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and

between said compressor and motor-generator; r'st clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generatorand compressor; speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means to control the engagement of said second clutch means, provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, and means to insure a time delay between the engagement of said iirst and second clutch means.

14. In a vehicle; a live axle structure; a battery; a refrlgerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; .a compressor; torque transmitting means 'from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; iirst clutch means between said live axle structure and said motor-generator and compressor;`

second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means to control the engagement of saidsecond clutch means, provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration condi. i

tions, and means to cause said second clutch means to become engaged before said motorgenerator is energized as a motor.

15. In a vehicle; a live axle structure; a battery; a. refrigerating system on said vehicle including an evaporator, condenser and a unitary f motor-generator; a compressor; torque transmitting means from said livelaxle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and` compressor; speed responsive means to cause said rst clutch means to disengage belowa certain speed limit, refrigeration responsive means to control the engagement of said second clutchl means, provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, and means to cause a time delay between the time that said torque transmitting means drives said compressor and the time that said motor-generator ceases to drive said compressor as a motor.

16. In a vehicle, a refrigerating system, an electrical system, a live axle system, connections between said systems and controls automatically controlling said connections in accordance with speed conditions of said car and in accordance with atmospheric conditions; said refrigerating system including a compressor-condens- A er and evaporator; said electrical system including a motor-generator and a battery; said controls arranged to act to cause said motor-generator to start and stop as a motor energized from said battery with mechanical connections to said compressor in accordance with temperature conditions throughout a rst car speed zone. mechanical connections between said live axle system and said compressor, vsaid controls arranged to act to cause said mechanical connections toconnect and disconnect between said live axlesystem and said compressor in accordance with atmospheric conditions while preventing operation of said motor-generator as a generator throughout a second carspeed zone, said mechanical connections including a mechanical connection between said live axle and the motor generator, said controls arranged to act to connect said live 'axle system and said motor-generator and operation oi' said motor-generator as a generator to charge said battery and to conn ect and disconnect between said live axle system and said compressor in accordance with atmospheric conditions throughout a third car speed rtone.

17. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery;

'vehicle is standing and, when said vehicle is in motion,'to cause said live axle assembly to drive,

through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery.

sive to vehicle running conditions,

it. In a vehicle; a live axle assembly; a com-a pressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically respon= to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor indes pendently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, said control means including provisions to cause said compressor to perform a compressing action, while driven from said live axle assemblyfat times when said motor-generator is not generating.

19. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery;

torque transmitting means from said live axle assembly to said compressor and motor-generator means including provisions to cause said motorgenerator to perform a generating action while driven from said live axle assembly, at times when said compressor is not compressing.

20. In a vehicle; a live axle assembly, a corn-I pressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator, to act as a motor energized vfrom said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle -is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator acting as a generator to charge said battery.

21. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-gen erator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axleA assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, saidimotor-generator acting as a generator to charge said battery, said control means including provisions for causing said compressor to perform a compressing action, while driven from said live axle assembly, at times when said motor-generator is not generating.

22. In a vehicle; a liveaxle assembly; a corrrn pressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-genera tor and between said compressor and motor-gen erator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said com pressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor generator, said motor-generator arranged to act as a generator to charge said battery, said control means including provisions to cause said mo tor-generator to perform a generating action while driven from said live axle assembly, at times when said compressor is not compressing.

23. In a vehicle; a live axle structure; a battery; a refrigerating system on said .vehicle in cluding an evaporator, condenser and a unitary motor-generator; a compressor;` torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and. compressor; second clutch means between said motor-genm erator and compressor; speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement oi said sec ond clutch means, andprovisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions.

24.1. In a vehicle; alive axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting'means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; nrst clutch means between said live axle strue ture and said motor-generator and compressor;

' second clutch means between said` motor-generator and compressor; speed repsonsive means \to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between'motoring from said battery and charging said battery in response to running andrefrigeration condim1 tions, the arrangement being such that said motor-generator can perform a generating action while driven from said live axle structure at times when said compressor is not compressing.

25. In a vehicle; a live axle structure; a battery; a reirigerating system on said vehicle inl cluding an evaporator, condenser anda unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; rst clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and 'lo compressor; speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the arrangement being such that said compressor can perform a compressing action while driven from said live axle structure at times when said motorgenerator is not generating.

26. In a vehicle; alive axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between ,said compressor and motor-generator; first clutch means between said live axle structure and'said motor-generator and compressor;

second clutch means between said motor-generator and compressor; speed responsive means to cause said rst clutch means to disengage below a. certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the arrangement being such that said motor-generator can perform a generating action while driven from said live axle structure at times when said compressor is not compressing and'tlnat said compressor canperform a compressing action While driven from said live axle structure at times When said motor-generator is not generating.

27. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor, torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-gener1 ator and compressor; speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically 'changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, said refrigeration responsive means controlling the operation of said compressor when driven by said motor-generator acting as a motor.

28. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means, including provisions for variations of drive ratio, :from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator acting as a generator ,to charge said battery.

29. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; abattery;

torque transmitting means, including provisions4 for variations of drive ratio, from said live'axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to Vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-:generator arranged to act as a generator to charge said battery, said control means including provisions to cause sald'compressor to perform a compressing action, while driven' from said live axle assembly, at times when said motor-generator is not generating.

3G. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means, including provisions for-,variations of drive ratio, from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to A cause said motor-generator, to act as a motor energized from said battery, to drive said compresser independently of said live axle assembly `when said vehicle is standing and, when said velucie is in motion, to cause said torque transmitting to drive, through said direct drive mechanical means, said compressor and said motorgenerator, said motor-generator arranged to act as a generator to charge said battery, said control means including provisions to cause said motorgenerator to perform a generating action while driven from said live axle assembly, at times when said compressor is not compressing.

31. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery;

torque transmitting means, including provisions K for variations of drive ratio, from said live axle assembly to said compressor and motor-generator andbetween said compressor and motor generator; control means, automatically responsive to vehicle ,running conditions., to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motorgenerator acting as a generator to charge said battery.

32. In a vehicle; alive axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means, including provisions for variations of drive ratio, from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently Aeo Til

generator arranged to act as a generator to charge said battery, said control means including provisions for causing said compressor to perform a compressing action, while driven from said live axle assembly, at times when said motor-generator is not generating.

33. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means, including provisions for variations of drive ratio, from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said mot'orgenerator, said motor-generator arranged to act as a generator to charge said battery, said control means including pro-visions for causing said motor-generator to perform a generating action while driven from said live axle assembly, at times when said compressor is not compressing.

34. In a vehicle; a live axle structure; a battery, a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor, torque transmitting means, including provisions for variations of drive ratio, from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; rst clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions.

35. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means, including provisions for variations of drive ratio, from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; rst clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said -battery in response to running and refrigeration conditions, the arrangement being such that said motor-generator can perform a generating action while driven from said live axle structure at times when said compressor is not compressing.

36. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an ev-aporator, condenser and a unitary motor-generator; a compressor; torque transmitting means, including provisions for variations of drive ratio, from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; rst clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the arrangement being such that said compressor can perform a compressing action while driven from said live axle structure at times when said motor-generator is not generating.

37. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means, including provisions for variations of drive ratio, from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator andv cfimpressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the arrangement being such that said motorgenerator can perform a generating action while driven from said live axle structure at times when said compressor is not compressing and that said compressor can perform a compressing action while driven from said live axle structure at times when said motor-generator is not generating.

38'. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means, including provisions for variations of drive ratio, from said live axle structure to said motor-generator and said compressor, and

between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive to cause said first clutch means to disengage below a certain speed limit. refrigeration responsive means controlling the engagement of said second clutch,

means, and provisions for automaticaly changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, said refrigeration responsive means controlling the operation of said compressor when driven by said motor-generator acting as a motor.

DONALD F. ALEXANDER. CHARLES F. HENNEY. CHARLES L. PAULUS. 

